Vehicle control method and device, vehicle and storage medium

Abstract

The embodiment of the invention provides a vehicle control method and device, a vehicle and a storage medium. The method comprises the steps that when steer-by-wire of a vehicle exits a decoupling mode, according to the target steering of the vehicle, the total travel of a steering wheel and the current angle of the steering wheel, the initial remaining travel of the steering wheel corresponding to the target steering is determined; according to the total stroke of the steering gear and the current steering gear angle, determining the remaining stroke of the steering gear corresponding to the target steering. Calculating a first transmission ratio corresponding to the target steering according to the initial remaining travel of the steering wheel and the remaining travel of the steering gear; according to the steering gear remaining stroke and the first transmission ratio, the steering wheel available remaining stroke corresponding to the target steering is determined; and finally, limiting the steering wheel of the vehicle in the target steering according to the available remaining stroke of the steering wheel and the initial remaining stroke of the steering wheel. The method is used for achieving the effect of improving the vehicle control accuracy.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] Steer-by-wire eliminates the mechanical connection between the steering wheel and the steering gear. The steering gear is rotated by a steering gear controller and a motor, so the steering wheel and the steering gear can be linked or decoupled.

[0003] Currently, when a vehicle exits decoupling mode, in order to ensure consistent steering wheel and steering wheel deflection, the steering wheel and steering wheel angle difference must be maintained during subsequent driving until the next ignition cycle or the next silent activation time.

[0004] However, existing technology has a limitation where the steering wheel needs to be turned at an angle exceeding its mechanical limit, causing the vehicle to be unable to complete the matching action and thus unable to be accurately controlled. Summary of the Invention

[0005] This application provides a vehicle control method, device, vehicle, and storage medium to improve the accuracy of vehicle control and ensure driving safety.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, including:

[0007] When the vehicle's steer-by-wire exits the decoupled mode, the initial remaining steering wheel travel corresponding to the target steering direction is determined based on the vehicle's target steering direction, total steering wheel travel, and current steering wheel angle.

[0008] Based on the total steering gear travel and the current steering gear angle, determine the remaining steering gear travel corresponding to the target steering direction;

[0009] Calculate the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear;

[0010] Based on the remaining travel of the steering gear and the first gear ratio, it is determined that the steering wheel corresponding to the target steering direction can use the remaining travel;

[0011] Based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel, the steering wheel of the vehicle is limited at the target turn.

[0012] In one possible implementation, limiting the steering wheel of the vehicle at the target turn based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel includes:

[0013] The steering wheel of the vehicle is limited at the target turn based on the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0014] In one possible implementation, calculating the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear includes:

[0015] The ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel is determined as the second gear ratio;

[0016] The second transmission ratio is corrected according to the target transmission ratio range to obtain the first transmission ratio. The target transmission ratio range is preset or determined according to the vehicle's driving data. The first transmission ratio is within the target transmission ratio range.

[0017] In one possible implementation, after calculating the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear, the method further includes:

[0018] Based on the current steering wheel angle, the current steering gear angle, the steering wheel angle at the previous moment, and the first gear ratio, determine the corrected steering gear angle;

[0019] The steering gear of the vehicle is controlled to rotate according to the corrected steering gear angle.

[0020] In one possible implementation, the method further includes:

[0021] If the remaining travel of the steering gear or the initial remaining travel of the steering wheel is 0 in any direction, then the steering wheel is limited in that direction.

[0022] In one possible implementation, determining the corrected steering gear angle based on the current steering wheel angle, the current steering gear angle, the steering wheel angle at the previous moment, and the first gear ratio includes:

[0023] Calculate the difference between the current steering wheel angle and the steering wheel angle at the previous moment;

[0024] Calculate the product between the difference and the first transmission ratio;

[0025] The sum of the current steering angle and the product is used to determine the corrected steering angle.

[0026] In one possible implementation, the method further includes:

[0027] Calculate the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle;

[0028] If the absolute value of the steering gear difference is less than the preset steering gear difference, then the linkage mode is entered, and the steering gear of the vehicle is controlled to rotate by the target steering gear angle.

[0029] Secondly, embodiments of this application provide a vehicle control device, including:

[0030] The first determining module is used to determine the initial remaining steering wheel travel corresponding to the target steering direction based on the vehicle's target steering direction, total steering wheel travel, and current steering wheel angle when the vehicle's steer-by-wire exits the decoupling mode.

[0031] The second determining module is used to determine the remaining steering travel corresponding to the target steering based on the total steering travel and the current steering angle.

[0032] The calculation module is used to calculate the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear;

[0033] The third determining module is used to determine the remaining travel of the steering wheel corresponding to the target steering based on the remaining travel of the steering gear and the first transmission ratio;

[0034] A limit module is used to limit the steering wheel of the vehicle at the target turn based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0035] In one possible implementation, the limiting module is specifically used for:

[0036] The steering wheel of the vehicle is limited at the target turn based on the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0037] In one possible implementation, the computing module is specifically used for:

[0038] The ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel is determined as the second gear ratio;

[0039] The second transmission ratio is corrected according to the target transmission ratio range to obtain the first transmission ratio. The target transmission ratio range is preset or determined according to the vehicle's driving data. The first transmission ratio is within the target transmission ratio range.

[0040] In one possible implementation, the vehicle control device further includes a control module, which, after calculating the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear, is configured to:

[0041] Based on the current steering wheel angle, the current steering gear angle, the steering wheel angle at the previous moment, and the first gear ratio, determine the corrected steering gear angle;

[0042] The steering gear of the vehicle is controlled to rotate according to the corrected steering gear angle.

[0043] In one possible implementation, the limiting module is further used for:

[0044] If the remaining travel of the steering gear or the initial remaining travel of the steering wheel is 0 in any direction, then the steering wheel is limited in that direction.

[0045] In one possible implementation, the control module is specifically used for:

[0046] Calculate the difference between the current steering wheel angle and the steering wheel angle at the previous moment;

[0047] Calculate the product between the difference and the first transmission ratio;

[0048] The sum of the current steering angle and the product is used to determine the corrected steering angle.

[0049] In one possible implementation, the control module is further configured to:

[0050] Calculate the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle;

[0051] If the absolute value of the steering gear difference is less than the preset steering gear difference, then the linkage mode is entered, and the steering gear of the vehicle is controlled to rotate by the target steering gear angle.

[0052] Thirdly, embodiments of this application provide a vehicle, including: a vehicle body, a memory, and a processor;

[0053] The memory stores computer-executed instructions;

[0054] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0055] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0056] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0057] The vehicle control method, device, vehicle, and storage medium provided in this application embodiment comprehensively determine the actual remaining travel of the steering wheel from the perspectives of the steering gear and the steering wheel. When the steering wheel or steering gear reaches the corresponding limit position, the steering wheel is promptly limited to prevent the driver from continuing to turn the steering wheel in the original direction under such circumstances, thereby improving the accuracy of vehicle control. Attached Figure Description

[0058] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0059] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 ;

[0060] Figure 2 Flowchart of the vehicle control method provided in this application Figure 2 ;

[0061] Figure 3 Flowchart of the vehicle control method provided in this application Figure 3 ;

[0062] Figure 4 Flowchart of the vehicle control method provided in this application Figure 4 ;

[0063] Figure 5 Flowchart of the vehicle control method provided in this application Figure 5 ;

[0064] Figure 6 Flowchart of the vehicle control method provided in this application Figure 6 ;

[0065] Figure 7 Flowchart of the vehicle control method provided in this application Figure 7 ;

[0066] Figure 8 Flowchart of the vehicle control method provided in this application Figure 8 ;

[0067] Figure 9 Flowchart of the vehicle control method provided in this application Figure 9 ;

[0068] Figure 10 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 1 ;

[0069] Figure 11 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 2 ;

[0070] Figure 12 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 3 ;

[0071] Figure 13 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 4 ;

[0072] Figure 14 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 5 ;

[0073] Figure 15 A schematic diagram of a second embodiment of the vehicle control method provided in this application. Figure 1 ;

[0074] Figure 16 A schematic diagram of a second embodiment of the vehicle control method provided in this application. Figure 2 ;

[0075] Figure 17 A schematic diagram of a scenario for the third embodiment of the vehicle control method provided in this application;

[0076] Figure 18 A schematic diagram of the vehicle control device provided in this application;

[0077] Figure 19 This is a structural diagram of the vehicle provided in this application.

[0078] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0079] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0080] First, the application background involved in this application will be explained:

[0081] With the development of automotive technology, the technology in the field of steer-by-wire is also developing rapidly. Steer-by-wire eliminates the mechanical connection between the steering wheel and the steering gear, and the steering gear rotation is controlled by a steering gear controller and a motor. Therefore, the steering wheel and the steering gear can be linked or decoupled.

[0082] In practical applications, in decoupled mode, the steering wheel and steering gear can rotate independently, or one can remain stationary while the other rotates independently. For example, in in-car gaming mode, the steering gear can remain stationary when the driver turns the steering wheel; in autonomous driving scenarios, the steering wheel can remain stationary when the steering gear rotates. Compared to traditional steering, steer-by-wire decouples the steering wheel and steering gear, providing drivers with a new experience.

[0083] However, the steer-by-wire system will exit decoupling mode when the user actively exits the in-car game mode, or when a fault or performance degradation is detected in critical vehicle components (sensors, controllers, actuators, communication lines, and power supplies, etc.). When exiting decoupling mode, there will be a difference between the target steering angle corresponding to the steering wheel angle and the actual steering angle. This may even lead to a discrepancy between the actual steering angle and the target steering angle after turning the steering wheel, undoubtedly affecting the driver's control of the vehicle. This is especially problematic in cases where the driver intervenes urgently in autonomous driving and exits the steer-by-wire decoupling mode, potentially endangering vehicle safety.

[0084] Currently, when exiting decoupling mode and the driver takes over the vehicle, in order to ensure the consistency of steering wheel and steering wheel deflection, it is necessary to maintain the steering wheel and steering wheel steering angle difference until the next ignition cycle or the next silent activation moment during subsequent driving.

[0085] However, with current technology, when the steering wheel is already turned to its limit and the steering wheel needs to be synchronized, if the angle the steering wheel needs to turn exceeds its mechanical limit (for example, the steering wheel is already turned all the way but the steering wheel position is still far off), the vehicle will be unable to complete the matching action, but the user will not be aware of this. In this situation, not only will the steering wheel be stuck at its limit, but more seriously, if the vehicle is moving, it may temporarily lose the ability to turn in the opposite direction, for example, after turning all the way to the right, it will be difficult to quickly turn left to avoid danger. This extreme situation is particularly dangerous at low speeds and large angles (such as when parking) or on special road surfaces (such as icy or slippery surfaces).

[0086] In summary, existing technologies have poor accuracy in controlling vehicles.

[0087] Based on the aforementioned technical problems, the technical concept of this application is as follows: When limiting the steering wheel of a vehicle, instead of considering the remaining travel of the steering wheel, the actual usable portion of the remaining steering wheel travel should be considered in conjunction with the remaining travel of the steering gear and the gear ratio. For example, in a scenario where the steering wheel is already fully turned but there is still a lot of remaining travel, although there is still a lot of remaining steering wheel travel, based on the remaining travel of the steering gear (0) and the gear ratio, it is determined that the actual usable portion of the remaining steering wheel travel is 0. In this case, the steering wheel needs to be limited to inform the user that they can no longer turn the steering wheel in the same direction, thereby improving the accuracy of vehicle control.

[0088] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0089] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 ,like Figure 1 As shown, this method can be implemented through the following steps:

[0090] S11. When the vehicle's steer-by-wire exits the decoupling mode, the initial remaining steering wheel travel corresponding to the target steering direction is determined based on the vehicle's target steering direction, total steering wheel travel, and current steering wheel angle.

[0091] In this step, the vehicle's steer-by-wire system includes a linked mode and a decoupled mode. When the steer-by-wire system exits the decoupled mode, there will be a certain difference between the target steering angle corresponding to the current steering wheel angle and the actual steering angle, which needs to be adjusted. It is important to note that during the adjustment process, the vehicle's steering wheel needs to be limited to prevent excessive vehicle operation from causing the vehicle to become unresponsive.

[0092] In practical applications, when a vehicle turns left, the steering wheel and steering gear reach their left limit, thus requiring a left-side limit on the steering wheel; similarly, when the vehicle turns right, the steering wheel and steering gear reach their right limit, requiring a right-side limit. Therefore, the target direction of the vehicle can be determined first, and then the relevant parameters corresponding to that target direction can be calculated to limit the steering wheel at that target direction.

[0093] It should be understood that the switching of the vehicle's steer-by-wire mode can be triggered automatically by the vehicle, such as when the vehicle malfunctions or its performance degrades, the steer-by-wire automatically exits the decoupled mode, or it can be triggered in response to user operation, such as when the user exits the game mode, the steer-by-wire responds to the user's exit operation and exits the decoupled mode.

[0094] The target direction can be either left or right, and can be determined by the steering wheel rotation angle. When the steering wheel is turned to the left, the target direction is left; when the steering wheel is turned to the right, the target direction is right.

[0095] The total steering wheel travel refers to the angle or number of rotations the steering wheel takes from its centered position to its leftmost or rightmost position. It should be understood that the total steering wheel travel to the left can be called the left total steering wheel travel, referring to the angle or number of rotations the steering wheel takes from its centered position to its leftmost position; the total steering wheel travel to the right can be called the right total steering wheel travel, referring to the angle or number of rotations the steering wheel takes from its centered position to its rightmost position.

[0096] Optionally, the total steering wheel travel for the target steering direction can be obtained from the storage unit of the steering wheel controller, from relevant software parameters, or calculated using the gear ratio and the total steering wheel travel.

[0097] For example, the current steering wheel angle can be obtained through the steering wheel angle sensor and the steering angle sensor of the hand feel simulator.

[0098] In one possible implementation, the difference between the total steering wheel travel corresponding to the target and the current steering wheel angle can be determined as the initial remaining steering wheel travel corresponding to the target.

[0099] For example, assuming the target direction is left, the initial remaining steering wheel travel for leftward can be calculated using the following formula:

[0100] Initial remaining travel on the left side of the steering wheel = Total travel on the left side of the steering wheel - Current steering wheel angle

[0101] Assuming the target direction is right, the initial remaining steering wheel travel for a right turn can be calculated using the following formula:

[0102] Initial remaining travel on the right side of the steering wheel = Total travel on the right side of the steering wheel - Current steering wheel angle.

[0103] It should be understood that the initial remaining travel of the steering wheel to the left is the initial remaining travel of the steering wheel to the left, and the initial remaining travel of the steering wheel to the right is the initial remaining travel of the steering wheel to the right.

[0104] It should be understood that in this implementation, the total steering wheel travel is expressed in terms of angles.

[0105] S12. Based on the total steering gear travel and the current steering gear angle, determine the remaining steering gear travel corresponding to the target steering direction.

[0106] In this step, as can be seen from the above, the steering gear is also an important factor affecting the steering wheel limit, so it is also necessary to determine the remaining steering gear travel corresponding to the target steering direction.

[0107] Among them, the current steering angle can be obtained through the steering angle sensor.

[0108] The total steering travel refers to the angle traversed by the steering gear from the center position to its leftmost or rightmost limit position. It should be understood that the total steering travel for left-hand steering is the left total steering travel, which is the angle traversed by the steering gear from the center position to its leftmost limit position; the total steering travel for right-hand steering is the right total steering travel, which is the angle traversed by the steering gear from the center position to its rightmost limit position.

[0109] In one possible implementation, the difference between the total steering travel corresponding to the target steering direction and the current steering angle can be determined as the remaining steering travel corresponding to the target steering direction.

[0110] For example, assuming the target direction is left, the remaining steering wheel travel for left turns can be calculated using the following formula:

[0111] Remaining left steering travel = Total left steering travel - Current steering angle

[0112] Assuming the target direction is right, the remaining steering wheel travel for a right turn can be calculated using the following formula:

[0113] Remaining right steering travel = Total right steering travel - Current steering angle.

[0114] It should be understood that the left remaining travel of the steering gear is the remaining travel of the steering gear in the left direction, and the right remaining travel of the steering gear is the remaining travel of the steering gear in the right direction.

[0115] S13. Calculate the first gear ratio corresponding to the target steering direction based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear.

[0116] In this step, after determining the initial remaining travel of the steering wheel and the remaining travel of the steering gear, it is also necessary to determine the first gear ratio so that the actual usable travel in the initial remaining travel of the steering wheel can be determined based on the remaining travel of the steering gear and the first gear ratio.

[0117] In one possible implementation, the ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel can be determined as the first gear ratio.

[0118] In one possible implementation, the ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel can be determined as the second gear ratio. Then, the second gear ratio can be corrected according to the target gear ratio range to obtain the first gear ratio.

[0119] The target gear ratio range is preset or determined based on the vehicle's driving data, and the first gear ratio is within the target gear ratio range.

[0120] The driving data may include at least one of the following parameters: current steering wheel angle, current steering gear angle, current vehicle speed, current yaw rate, current lateral acceleration, current rear wheel angle, wheelbase, track width, current front axle load, current front wheel roll angle, driving mode, current steering gear speed, upper limit of steering gear motor output torque, and instructions from external systems such as intelligent driving and driver assistance systems, and vehicle attitude control systems.

[0121] For example, driving modes include "Comfort / Normal Mode," "Sport Mode," and "Economy Mode," with different modes pre-setting different steering characteristics and corresponding gear ratios. When the driver switches driving modes, the target gear ratio also changes accordingly.

[0122] In this implementation, considering the differences in vehicle performance and driving scenarios, which lead to variations in the acceptable range of transmission ratios, meaning that not all vehicles can be controlled using any transmission ratio in all scenarios, the second transmission ratio is further modified based on a target transmission ratio range after calculation. This ensures that the modified first transmission ratio falls within the target transmission ratio range, i.e., within the acceptable range for the vehicle.

[0123] Specifically, if the second transmission ratio is within the target transmission ratio range, then the second transmission ratio is determined as the first transmission ratio; if the second transmission ratio is greater than the upper limit of the transmission ratio in the target transmission ratio range, then the upper limit of the transmission ratio is determined as the first transmission ratio; if the second transmission ratio is less than the lower limit of the transmission ratio in the target transmission ratio range, then the lower limit of the transmission ratio is determined as the first transmission ratio.

[0124] It should be understood that the upper limit of the target transmission ratio range refers to the maximum value of the target transmission ratio range, and the lower limit of the target transmission ratio range refers to the minimum value of the target transmission ratio range.

[0125] In practical applications, the lower limit of the transmission ratio is an integer greater than 0, thereby avoiding situations where the steering wheel turns in the opposite direction to the steering gear, preventing driver confusion and accidents.

[0126] It should be understood that the target transmission ratio range for the left and the target transmission ratio range for the right can be the same or different, and the embodiments of this application do not impose specific limitations on this.

[0127] S14. Based on the remaining travel of the steering gear and the first gear ratio, determine the remaining travel of the steering wheel corresponding to the target steering direction.

[0128] In this step, it should be understood that when the vehicle is turning in one direction, the first gear ratio is fixed. That is, when the remaining steering wheel travel is fixed and the first gear ratio is also fixed, the remaining steering wheel travel corresponding to the remaining steering wheel travel can be determined based on the remaining steering wheel travel and the first gear ratio.

[0129] It should be understood that the remaining travel of the steering wheel refers to the distance traveled by the steering wheel during the process of turning the steering gear from its current position to the extreme position of the target steering.

[0130] The remaining travel of the steering wheel for the target steering direction can be determined by dividing the remaining travel of the steering wheel for the target steering direction by the first gear ratio of the target steering direction.

[0131] For example, when the target is turned left, the remaining travel of the steering wheel when turning left can be calculated using the following formula:

[0132] Steering wheel remaining left travel = Steering gear remaining left travel / First left gear ratio

[0133] When the target direction is right, the remaining travel of the steering wheel when turning right can be calculated using the following formula:

[0134] Steering wheel remaining right travel = Steering gear remaining right travel / First right gear ratio

[0135] It should be understood that the first right gear ratio is the first gear ratio to the right, the first left gear ratio is the first gear ratio to the left, the remaining travel of the steering wheel to the left is the remaining travel of the steering wheel to the left, and the remaining travel of the steering wheel to the right is the remaining travel of the steering wheel to the right.

[0136] S15. Based on the remaining travel of the steering wheel and the initial remaining travel of the steering wheel, limit the steering wheel of the vehicle when the target direction is turned.

[0137] In this step, since the remaining travel of the steering wheel is the remaining travel of the steering wheel corresponding to the steering gear dimension, and the initial remaining travel of the steering wheel is the remaining travel of the steering wheel corresponding to the steering wheel dimension, when limiting the steering wheel of the vehicle, it is necessary to comprehensively determine the data from these two dimensions.

[0138] In one possible implementation, the steering wheel of the vehicle is limited at the target turn, based on the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0139] Specifically, when the target turn is to the left, if the remaining left travel of the steering wheel is less than or equal to the initial remaining left travel of the steering wheel, the steering wheel is limited to the left in the left direction based on the remaining left travel of the steering wheel, i.e., the vehicle is limited to the left. When the target turn is to the right, if the remaining right travel of the steering wheel is less than or equal to the initial remaining right travel of the steering wheel, the steering wheel is limited to the right in the right direction based on the remaining right travel of the steering wheel, i.e., the vehicle is limited to the right.

[0140] In one possible implementation, when the steering wheel has been turned toward the target direction to the point where the remaining travel of the steering wheel reaches the target remaining travel (the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel), a limiting force is applied to the steering wheel to prevent the driver from continuing to turn the steering wheel.

[0141] In another possible implementation, when the difference between the steering wheel's travel distance and the remaining travel distance towards the target direction is less than a preset travel difference, a limiting force is applied to the steering wheel to prevent the driver from continuing to turn it. In other words, when the steering wheel's travel distance approaches the target remaining travel distance, and the steering wheel and / or steering gear are about to reach their limit position, a limiting force can be applied in advance to alert the user and give them some reaction time.

[0142] It should be understood that the magnitude of the limiting force applied to the steering wheel can be preset or determined based on the vehicle's driving data, and this application embodiment does not impose specific limitations on this.

[0143] This application provides a vehicle control method. When the vehicle's steer-by-wire mode exits decoupling mode, the initial remaining steering wheel travel corresponding to the target steering direction is determined based on the vehicle's target steering direction, the total steering wheel travel, and the current steering wheel angle. Then, the remaining steering wheel travel corresponding to the target steering direction is determined based on the total steering wheel travel and the current steering wheel angle. Next, a first gear ratio corresponding to the target steering direction is calculated based on the initial remaining steering wheel travel and the remaining steering wheel travel. Then, the usable remaining steering wheel travel corresponding to the target steering direction is determined based on the remaining steering wheel travel and the first gear ratio. Finally, the steering wheel is limited during the target steering direction based on the usable remaining steering wheel travel and the initial remaining steering wheel travel. In this technical solution, the actual usable remaining steering wheel travel is determined comprehensively from both the steering gear and steering wheel perspectives. When the steering wheel or steering gear reaches its corresponding limit position, the steering wheel is limited in a timely manner, preventing the driver from continuing to turn the steering wheel in the original direction under these conditions, thus improving the accuracy of vehicle control.

[0144] Optionally, in some embodiments, if the remaining travel of the steering gear or the initial remaining travel of the steering wheel is 0 in any direction, then the steering wheel is limited in that direction.

[0145] Understandably, when the remaining travel of the steering wheel in any direction is 0, it means that the steering wheel has reached its limit position in that direction and needs to be limited to prevent the driver from continuing to turn the steering wheel in that direction. Similarly, when the initial remaining travel of the steering wheel in any direction is 0, it means that the steering wheel has reached its limit position in that direction and needs to be limited to prevent the driver from continuing to turn the steering wheel in that direction.

[0146] In this embodiment, during vehicle control, the remaining travel of the steering gear and the initial remaining travel of the steering wheel for each direction of rotation are determined in real time. When either of these two is 0, the steering wheel can be limited in time, thus improving the accuracy of vehicle control.

[0147] It should be understood that when limiting the position in any direction, the first transmission ratio in that direction is not calculated.

[0148] Figure 2 Flowchart of the vehicle control method provided in this application Figure 2 ,like Figure 2 As shown, after S13, the method may further include the following steps:

[0149] S21. Determine the corrected steering gear angle based on the current steering wheel angle, the current steering gear angle, the steering wheel angle at the previous moment, and the first gear ratio.

[0150] In one possible implementation, the difference between the current steering wheel angle and the previous steering wheel angle can be calculated. Then, the product of the difference and the first gear ratio is calculated, and the sum of the current steering angle and the product is determined as the corrected steering angle.

[0151] For example, when the target is turning left, the corrected steering angle for the left direction can be calculated using the following formula.

[0152] Leftward steering gear correction angle = Current steering gear angle + (Current steering wheel angle - Previous steering wheel angle) × First left gear ratio

[0153] When the target is turning right, the corrected steering angle for the right turn can be calculated using the following formula.

[0154] Rightward steering gear correction angle = Current steering gear angle + (Current steering wheel angle - Previous steering wheel angle) × First right gear ratio

[0155] Here, "current steering wheel angle - previous steering wheel angle" represents the steering wheel angle increment over a time interval, and "(current steering wheel angle - previous steering wheel angle) × first right gear ratio" represents the steering gear angle increment over a time interval. Therefore, adding the steering gear angle increment over a time interval to the current steering gear angle yields the control amount of the steering gear angle within a time interval.

[0156] S22. Control the vehicle's steering gear rotation according to the corrected steering gear angle.

[0157] Once the corrected steering angle is determined, the steering controller and motor can be controlled to rotate the steering gear according to the corrected steering angle.

[0158] In this embodiment, the corrected steering gear angle is first determined based on the current steering wheel angle, the current steering gear angle, the previous steering wheel angle, and the first gear ratio. Then, the vehicle's steering gear is controlled to rotate based on the corrected steering gear angle. After calculating the first gear ratio, the corresponding corrected steering gear angle needs to be calculated based on the first gear ratio to achieve the purpose of controlling the vehicle according to the first gear ratio.

[0159] Figure 3 Flowchart of the vehicle control method provided in this application Figure 3 ,like Figure 3 As shown, the method may also include the following steps:

[0160] S31. Calculate the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle.

[0161] In practical applications, when steer-by-wire exits decoupling mode, vehicle control is required based on the target gear ratio. This involves calculating the target steering gear angle based on the current steering wheel angle and the target gear ratio, and then controlling the vehicle's steering gear rotation accordingly. The above embodiments primarily address the issue of a difference between the target steering gear angle and the actual steering gear angle at the initial stage of exiting decoupling mode. After adjusting the gear ratio using any of the above embodiments, the calculated and adjusted first gear ratio will gradually approach the target gear ratio. Therefore, the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle can be calculated to determine the degree to which the current first gear ratio approaches the target gear ratio.

[0162] S32. If the absolute value of the steering gear difference is less than the preset steering gear difference, then enter the linkage mode and control the vehicle's steering gear rotation by the target steering gear angle.

[0163] If the absolute value of the steering gear difference is less than the preset steering gear difference, it means that the first gear ratio is close enough to the target gear ratio. Therefore, the steering gear rotation of the vehicle can be controlled by the target steering gear angle, that is, the mode of controlling the vehicle according to the target gear ratio is restored.

[0164] It should be understood that if the absolute value of the steering gear difference is greater than the preset steering gear difference, the first gear ratio still needs to be adjusted, that is, the steering gear of the vehicle still needs to be controlled according to the first gear ratio.

[0165] In this embodiment, by calculating the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle, if the absolute value of the steering gear difference is less than a preset steering gear difference, it indicates that the effect of controlling the vehicle according to the first gear ratio is similar to the effect of controlling the vehicle according to the target gear ratio. Therefore, the linkage mode can be switched to control the steering gear rotation of the vehicle by the target steering gear angle. While ensuring the accuracy of vehicle control, the time for redundant operations such as calculating the first gear ratio is reduced, thereby improving the control efficiency of the vehicle.

[0166] Optionally, the target gear ratio can be determined based on the vehicle's driving data.

[0167] Optionally, the preset steering differential can be obtained from the storage unit of the steering wheel controller, the storage unit of the steering gear controller, relevant software parameters, or determined based on driving data.

[0168] To illustrate the practical application of the above technical solution, the following will demonstrate its implementation. Figures 4-9 The embodiments shown will be further illustrated.

[0169] It should be understood that the explanation is mainly divided into three aspects: steering gear control, limit control, and target rotation ratio recovery control.

[0170] Aspect 1: Steering gear control

[0171] Figure 4 Flowchart of the vehicle control method provided in this application Figure 4 ,like Figure 4 As shown, the method includes the following steps:

[0172] S41. Obtain the current steering wheel angle, current steering gear angle, total steering wheel travel, total steering gear travel, and target transmission ratio range.

[0173] It should be understood that the total steering wheel travel includes the left total steering wheel travel and the right total steering wheel travel, and the total steering gear travel includes the left total steering gear travel and the right total steering gear travel.

[0174] S42. Determine the initial remaining left / right travel of the steering wheel based on the current steering wheel angle and the total steering wheel travel.

[0175] It should be understood that the initial remaining travel of the steering wheel to the left / right is the same as the initial remaining travel of the steering wheel to the left and the initial remaining travel of the steering wheel to the right.

[0176] S43. Determine the remaining left / right travel of the steering gear based on the current steering gear angle and the total steering gear travel.

[0177] It should be understood that the remaining left / right travel of the steering gear is the remaining left travel of the steering gear and the remaining right travel of the steering gear.

[0178] S44. Calculate the second left / right transmission ratio based on the initial left / right remaining travel of the steering wheel and the left / right remaining travel of the steering gear.

[0179] It should be understood that the second left / right transmission ratio is the same as the second left transmission ratio and the second right transmission ratio.

[0180] In one possible implementation, S44 can also be achieved through... Figure 5 The illustrated embodiment is implemented as follows.

[0181] Figure 5 Flowchart of the vehicle control method provided in this application Figure 5 ,like Figure 5 As shown, S44 may include the following steps:

[0182] S51. Determine whether the remaining left travel of the steering gear is not equal to 0 and the initial remaining left travel of the steering wheel is not equal to 0.

[0183] If yes, execute S52; otherwise, control the steering wheel to the left limit and calculate the second right gear ratio.

[0184] S52. Determine whether the remaining right travel of the steering gear is not equal to 0 and the initial remaining right travel of the steering wheel is not equal to 0.

[0185] If so, calculate the second left / right gear ratio separately; otherwise, control the steering wheel to the right limit and calculate the second left gear ratio.

[0186] S45. Limit the second left / right transmission ratio according to the target transmission ratio range to obtain the first left / right transmission ratio.

[0187] It should be understood that the first left / right transmission ratio is the first left transmission ratio and the first right transmission ratio.

[0188] In one possible implementation, S45 can also be achieved through... Figure 6 The illustrated embodiment is implemented as follows.

[0189] Figure 6 Flowchart of the vehicle control method provided in this application Figure 6 ,like Figure 6 As shown, the method may also include the following steps:

[0190] S61. Determine whether the second transmission ratio is greater than or equal to the lower limit of the transmission ratio.

[0191] If yes, execute S62; otherwise, determine that the first transmission ratio equals the lower limit of the transmission ratio.

[0192] S62. Determine whether the second transmission ratio is less than or equal to the upper limit of the transmission ratio.

[0193] If so, then determine that the first transmission ratio = the second transmission ratio; otherwise, determine that the first transmission ratio = the upper limit of the transmission ratio.

[0194] S46. Calculate and correct the steering gear angle based on the steering wheel angle of the previous moment, the current steering wheel angle, the current steering gear angle, and the first left / right transmission ratio.

[0195] S47. The steering gear is rotated by the steering gear end controller and motor according to the corrected steering gear angle.

[0196] It should be understood that the relevant steps in the embodiments of this application can refer to the relevant content in the above embodiments, and will not be repeated here.

[0197] Aspect 2, Limit Control

[0198] Figure 7 Flowchart of the vehicle control method provided in this application Figure 7 ,like Figure 7 As shown, the method may also include the following steps:

[0199] S71. Obtain the current steering wheel angle, current steering gear angle, total steering wheel travel, total steering gear travel, and target transmission ratio range.

[0200] S72. Determine the initial remaining left / right travel of the steering wheel based on the current steering wheel angle and the total steering wheel travel.

[0201] S73. Determine the remaining left / right travel of the steering gear based on the current steering gear angle and the total steering gear travel.

[0202] S74. Calculate the second left / right transmission ratio based on the initial left / right remaining travel of the steering wheel and the left / right remaining travel of the steering gear.

[0203] S75. Limit the second left / right transmission ratio according to the target transmission ratio range to obtain the first left / right transmission ratio.

[0204] S76. Calculate the remaining left / right travel of the steering wheel based on the remaining left / right travel of the steering gear and the first left / right gear ratio.

[0205] It should be understood that the remaining travel of the steering wheel can be used on the left and right sides, respectively.

[0206] S77. By limiting the remaining travel of the steering wheel to the left and right sides based on the initial remaining travel of the steering wheel, the target remaining travel of the steering wheel is obtained.

[0207] Specifically, the minimum value of the initial remaining travel of the left steering wheel and the minimum value of the remaining usable travel of the left steering wheel are determined as the target remaining travel of the left steering wheel, and the minimum value of the initial remaining travel of the right steering wheel and the minimum value of the remaining usable travel of the right steering wheel are determined as the target remaining travel of the right steering wheel.

[0208] The remaining travel of the steering wheel target includes the remaining travel of the left steering wheel target and the remaining travel of the right steering wheel target.

[0209] It should be understood that the S77 can be accessed via... Figure 8 The illustrated embodiment implements:

[0210] Figure 8 Flowchart of the vehicle control method provided in this application Figure 8 ,like Figure 8 As shown, the method may also include the following steps:

[0211] S81. Determine whether the remaining travel of the steering wheel to the left / right is less than or equal to the initial remaining travel of the steering wheel to the left / right.

[0212] If yes, execute S82; otherwise, execute S83.

[0213] S82. Determine the target remaining travel of the steering wheel = the remaining travel available on the left / right of the steering wheel.

[0214] S83. Determine the target remaining travel of the steering wheel = the initial remaining travel of the steering wheel on the left / right.

[0215] S78. The steering wheel is given a limiting force by the steering gear end controller and motor according to the target remaining travel of the steering wheel.

[0216] It should be understood that the relevant steps in the embodiments of this application can refer to the relevant content in the above embodiments, and will not be repeated here.

[0217] Aspect 3: Restoring the target rotation ratio control

[0218] Figure 9 Flowchart of the vehicle control method provided in this application Figure 9 ,like Figure 9 As shown, the method may also include the following steps:

[0219] S91. Determine if |current steering angle - target steering angle| ≤ preset steering angle.

[0220] If yes, execute S92; otherwise, execute S93.

[0221] S92. Control the vehicle's steering gear to rotate according to the target steering gear angle.

[0222] S93. Control the vehicle's steering gear rotation according to the corrected steering gear angle.

[0223] Next, taking three specific scenarios as examples, we will explain in detail the vehicle control process provided by any of the above embodiments when the vehicle exits the decoupling mode through three implementation examples.

[0224] Before introducing these three embodiments, the general concepts in the three embodiments will be explained first.

[0225] 1. Both travel and angle are set using ± signs for left / right direction, where + indicates left (represented by a positive number, not written as "+") and - indicates right. For example: left travel = 500° means the steering wheel travels 500° from the center position to the left, and right travel = -500° means the steering wheel travels 500° from the center position to the right. Similarly, steering wheel angle = 500° means the steering wheel position is 500° from the center position to the left, and steering wheel angle = -500° means the steering wheel position is 500° from the center position to the right.

[0226] 2. When the steering wheel is at rest, it is centered, meaning the steering wheel angle is 0°.

[0227] 3. The total travel of the steering gear is 1000°, symmetrical on both sides, that is, 500° on each side;

[0228] 4. When the target transmission ratio is 1, the target steering gear angle is 500° when the current steering wheel angle is 500°.

[0229] 5. The initial position is the extreme case where the current steering wheel angle is 0° and the current steering gear angle is 500°. Figure 10 (As shown).

[0230] Example 1: The target transmission ratio range is 0.8-1.2.

[0231] Figure 10 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 1 .like Figure 10 As shown, the vehicle is currently at position 11, with the remaining left travel of the steering gear at 0. The steering wheel is then controlled to the left limit, and the second right gear ratio is calculated:

[0232] Second right gear ratio = Remaining right travel of steering gear / Initial remaining right travel of steering wheel = 2

[0233] The second right transmission ratio is corrected based on the target transmission ratio range to obtain a first right transmission ratio of 1.2.

[0234] Furthermore, based on the first right gear ratio, the steering wheel turns right for the first time from position 11 until it reaches the extreme rightward position, i.e., position 12. It should be understood that position 12 can be reached via... Figure 11 To express.

[0235] Figure 11 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 2 .like Figure 11 As shown, since the first gear ratio is constant during a single turn in the same direction, when the steering wheel angle is -500°, the calculated right-hand corrected steering gear angle = current steering gear angle + (current steering wheel angle - steering wheel angle at the previous moment) × first right gear ratio = -100°.

[0236] That is, the steering wheel angle at position 12 is -500°, and the steering gear angle is -100°.

[0237] At this point, since the initial remaining travel of the steering wheel on the right is 0, the steering wheel is controlled to move to the right limit.

[0238] Furthermore, at this point, the second left gear ratio = left remaining travel of the steering gear / initial left remaining travel of the steering wheel = 0.6. Based on the target gear ratio range, the second left gear ratio is corrected to obtain the first left gear ratio of 0.8.

[0239] Furthermore, based on the first left gear ratio, the steering wheel turns left for the first time from position 12 until it reaches the leftward limit of the steering gear, i.e., position 13. It should be understood that position 13 can be reached via... Figure 12 To express.

[0240] Figure 12 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 3 .like Figure 12 As shown, the steering wheel angle at position 13 is 250°, and the steering gear angle is 500°.

[0241] At this point, the remaining left travel of the steering gear is 0, the steering wheel is controlled to the left limit, and the second right gear ratio is calculated:

[0242] Second right gear ratio = Remaining right travel of steering gear / Initial remaining right travel of steering wheel = 1.33

[0243] The second right transmission ratio is corrected based on the target transmission ratio range to obtain a first right transmission ratio of 1.2.

[0244] Furthermore, based on the first right gear ratio, the steering wheel turns right a second time from position 11 until it reaches the extreme rightward position, i.e., position 14. It should be understood that position 14 can be reached via... Figure 13 To express.

[0245] Figure 13 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 4 .like Figure 13 As shown, the steering wheel angle at position 14 is -500° and the steering gear angle is -400°. Since the initial remaining travel of the steering wheel to the right is 0, the steering wheel is controlled to be right-limited.

[0246] Furthermore, at this point, the second left gear ratio = left remaining travel of the steering gear / initial left remaining travel of the steering wheel = 0.9. Based on the target gear ratio range, the second left gear ratio is corrected to obtain the first left gear ratio of 0.9.

[0247] Furthermore, based on the first left gear ratio, the steering wheel turns left a second time from position 14 until it reaches the leftward limit of the steering wheel and steering gear, i.e., position 15. It should be understood that position 15 can be reached by… Figure 14 To express.

[0248] Figure 14 A schematic diagram of a first embodiment of the vehicle control method provided in this application. Figure 5 .like Figure 14As shown, the steering wheel angle at position 15 is 500°, the steering gear angle is 500°, and the target steering gear angle corresponding to the target gear ratio is 500°. The absolute value of the difference between the target steering gear angle and the steering gear angle is 0, which is less than the preset steering gear difference. Then, the linkage mode is entered, and the steering gear is controlled by the target gear ratio.

[0249] At the same time, since the initial remaining travel of the steering wheel on the left is 0 and the remaining travel of the steering gear on the left is 0, the steering wheel is controlled to be left-limited.

[0250] In Example 1, after two bidirectional steering cycles from left limit to right limit and then back to left limit, the system can be restored to the linkage mode.

[0251] Example 2: The target transmission ratio range is 0.7-1.4.

[0252] Figure 15 A schematic diagram of a second embodiment of the vehicle control method provided in this application. Figure 1 .like Figure 15 As shown, Figure 15 Used to indicate position 22.

[0253] Since the vehicle is initially in position 11, the remaining left travel of the steering gear is 0. The steering wheel is then controlled to the left limit, and the second right gear ratio is calculated:

[0254] Second right gear ratio = Remaining right travel of steering gear / Initial remaining right travel of steering wheel = 2

[0255] The second right transmission ratio is corrected based on the target transmission ratio range, resulting in a first right transmission ratio of 1.4.

[0256] Furthermore, based on the first right gear ratio, the steering wheel turns right for the first time from position 11 until it reaches the right limit position of the steering wheel, that is, position 22.

[0257] In position 22, the steering wheel angle is -500° and the steering gear angle is -200°. Since the initial remaining travel of the steering wheel on the right is 0, the steering wheel is controlled to be right-limited.

[0258] Furthermore, at this point, the second left gear ratio = left remaining travel of the steering gear / initial left remaining travel of the steering wheel = 0.7. Based on the target gear ratio range, the second left gear ratio is corrected to obtain the first left gear ratio of 0.7.

[0259] Furthermore, based on the first gear ratio, the steering wheel turns left for the first time from position 22 until it reaches the leftward limit of the steering wheel and steering gear, i.e., position 23. It should be understood that position 23 can be reached by… Figure 16 To express.

[0260] Figure 16 A schematic diagram of a second embodiment of the vehicle control method provided in this application. Figure 2 .like Figure 16 As shown, the steering wheel angle at position 23 is 500°, and the steering gear angle is 500°.

[0261] At the same time, since the initial remaining travel of the steering wheel on the left is 0 and the remaining travel of the steering gear on the left is 0, the steering wheel is controlled to be left-limited.

[0262] Furthermore, the target steering angle corresponding to the target gear ratio is 500°. The absolute value of the difference between the target steering angle and the steering angle is 0, which is less than the preset steering angle difference. Then, the linkage mode is entered, and the steering is controlled by the target gear ratio.

[0263] In Example 2, after a bidirectional steering cycle from left limit to right limit and then back to left limit, the system can be restored to the linkage mode.

[0264] Example 3: The target transmission ratio range is 0.5-2.

[0265] Figure 17 This is a schematic diagram of a scenario for the third embodiment of the vehicle control method provided in this application. Figure 17 As shown, Figure 17 Used to indicate position 32.

[0266] Since the vehicle is initially in position 11, the remaining left travel of the steering gear is 0. The steering wheel is then controlled to the left limit, and the second right gear ratio is calculated:

[0267] Second right gear ratio = Remaining right travel of steering gear / Initial remaining right travel of steering wheel = 2

[0268] The second transmission ratio is corrected based on the target transmission ratio range to obtain a first transmission ratio of 2.

[0269] Furthermore, based on the first gear ratio, the steering wheel turns right for the first time from position 11 until it reaches the right limit position of the steering wheel and steering gear, that is, position 32.

[0270] In position 32, the steering wheel angle and the steering gear angle are both -500°. Since the initial remaining right travel of the steering wheel and the remaining right travel of the steering gear are both 0, the steering wheel is controlled to be right-limited.

[0271] At this time, the target steering angle corresponding to the target gear ratio is 500°. The absolute value of the difference between the target steering angle and the steering angle is 0, which is less than the preset steering angle difference. Then, the linkage mode is entered, and the steering is controlled by the target gear ratio.

[0272] In Example 3, after one unidirectional steering cycle from the left limit to the right limit, the system can be restored to the linkage mode.

[0273] Based on any of the above embodiments, the technical effects of this application include:

[0274] 1) By using the steering gear angle correction control, the steering gear can be rotated in accordance with the driver's steering wheel rotation after the online steering exits the decoupling mode, and the steering gear rotation is in line with the driver's intention.

[0275] 2) By using the corrected steering angle to control the steering gear rotation, the steering gear travel coverage can be expanded by adjusting the first gear ratio, thereby reducing the loss of steering gear travel.

[0276] 3) The steering gear rotation is controlled by correcting the steering gear angle. When the corrected steering gear angle is the same as the target steering gear angle, it can be restored to the linkage mode, avoiding driving interference caused by the position difference between the steering wheel and the steering gear.

[0277] 4) The steering gear rotation is controlled by adjusting the steering gear angle, which enhances the smoothness of driving after decoupling is disengaged.

[0278] 5) Monitor and limit the first gear ratio to enhance vehicle controllability after decoupling.

[0279] 6) The steering wheel target remaining travel feedback sense avoids the driver's mistaken perception that the steering can continue to turn towards the end when the steering reaches the end due to the position difference between the steering wheel and the steering gear.

[0280] Figure 18 A schematic diagram of the vehicle control device provided in this application is shown below. Figure 18 As shown, the vehicle control device 180 provided in this embodiment includes:

[0281] The first determining module 181 is used to determine the initial remaining steering wheel travel corresponding to the target steering direction based on the vehicle's target steering direction, the total steering wheel travel, and the current steering wheel angle when the vehicle's steer-by-wire exits the decoupling mode.

[0282] The second determining module 182 is used to determine the remaining steering travel corresponding to the target steering direction based on the total steering travel and the current steering angle.

[0283] The calculation module 183 is used to calculate the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear.

[0284] The third determining module 184 is used to determine the remaining travel of the steering wheel corresponding to the target steering direction based on the remaining travel of the steering gear and the first gear ratio.

[0285] The limit module 185 is used to limit the steering wheel of the vehicle when the target direction is turned, based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0286] In one possible implementation, the limiting module 185 is specifically used for:

[0287] The steering wheel is limited at the target turn based on the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

[0288] In one possible implementation, the computing module 183 is specifically used for:

[0289] The ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel is determined as the second gear ratio.

[0290] The second transmission ratio is corrected according to the target transmission ratio range to obtain the first transmission ratio. The target transmission ratio range is preset or determined according to the vehicle's driving data, and the first transmission ratio is within the target transmission ratio range.

[0291] In one possible implementation, the vehicle control device 180 further includes a control module that, after calculating a first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear, is configured to:

[0292] The steering gear angle is corrected based on the current steering wheel angle, the current steering gear angle, the previous steering wheel angle, and the first gear ratio.

[0293] The steering gear is controlled to rotate according to the steering gear angle.

[0294] In one possible implementation, the limiting module 185 is further configured to:

[0295] If the remaining travel of the steering gear or the initial remaining travel of the steering wheel is 0 in any direction, then the steering wheel is limited in that direction.

[0296] In one possible implementation, the control module is specifically used for:

[0297] Calculate the difference between the current steering wheel angle and the steering wheel angle at the previous moment.

[0298] Calculate the product between the difference and the first transmission ratio.

[0299] The sum of the current steering angle and the product is used to determine the corrected steering angle.

[0300] In one possible implementation, the control module is also used for:

[0301] Calculate the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle.

[0302] If the absolute value of the steering gear difference is less than the preset steering gear difference, the system enters the linkage mode, controlling the vehicle's steering gear rotation through the target steering gear angle.

[0303] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0304] Figure 19 This is a structural diagram of the vehicle provided in this application. Figure 19 As shown, the vehicle 190 provided in this embodiment includes: a vehicle body 191, at least one processor 192, and a memory 193. Optionally, the vehicle 190 also includes a communication component 194. The processor 192, memory 193, and communication component 194 are connected via a bus 195.

[0305] In a specific implementation, at least one processor 192 executes computer execution instructions stored in memory 193, causing at least one processor 192 to perform the above-described method.

[0306] The specific implementation process of processor 192 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0307] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0308] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0309] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0310] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0311] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0312] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0313] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0314] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0315] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0316] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0317] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0318] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0319] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, include: When the vehicle's steer-by-wire exits the decoupled mode, the initial remaining steering wheel travel corresponding to the target steering direction is determined based on the vehicle's target steering direction, total steering wheel travel, and current steering wheel angle. Based on the total steering gear travel and the current steering gear angle, determine the remaining steering gear travel corresponding to the target steering direction; Calculate the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear; Based on the remaining travel of the steering gear and the first gear ratio, it is determined that the steering wheel corresponding to the target steering direction can use the remaining travel; Based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel, the steering wheel of the vehicle is limited at the target turn.

2. The method according to claim 1, characterized in that, The step of limiting the steering wheel of the vehicle at the target turn based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel includes: The steering wheel of the vehicle is limited at the target turn based on the minimum of the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

3. The method according to claim 1, characterized in that, The step of calculating the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear includes: The ratio between the remaining travel of the steering gear and the initial remaining travel of the steering wheel is determined as the second gear ratio; The second transmission ratio is corrected according to the target transmission ratio range to obtain the first transmission ratio. The target transmission ratio range is preset or determined according to the vehicle's driving data. The first transmission ratio is within the target transmission ratio range.

4. The method according to any one of claims 1-3, characterized in that, After calculating the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear, the method further includes: Based on the current steering wheel angle, the current steering gear angle, the steering wheel angle at the previous moment, and the first gear ratio, determine the corrected steering gear angle; The steering gear of the vehicle is controlled to rotate according to the corrected steering gear angle.

5. The method according to any one of claims 1-3, characterized in that, The method further includes: If the remaining travel of the steering gear or the initial remaining travel of the steering wheel is 0 in any direction, then the steering wheel is limited in that direction.

6. The method according to claim 4, characterized in that, The step of determining the corrected steering gear angle based on the current steering wheel angle, the current steering gear angle, the previous steering wheel angle, and the first gear ratio includes: Calculate the difference between the current steering wheel angle and the steering wheel angle at the previous moment; Calculate the product between the difference and the first transmission ratio; The sum of the current steering angle and the product is used to determine the corrected steering angle.

7. The method according to any one of claims 1-3, characterized in that, The method further includes: Calculate the absolute value of the steering gear difference between the current steering gear angle and the target steering gear angle; If the absolute value of the steering gear difference is less than the preset steering gear difference, the system enters the linkage mode and controls the rotation of the vehicle's steering gear by the target steering gear angle.

8. A vehicle control device, characterized in that, include: The first determining module is used to determine the initial remaining steering wheel travel corresponding to the target steering direction based on the vehicle's target steering direction, total steering wheel travel, and current steering wheel angle when the vehicle's steer-by-wire exits the decoupling mode. The second determining module is used to determine the remaining steering travel corresponding to the target steering based on the total steering travel and the current steering angle. The calculation module is used to calculate the first gear ratio corresponding to the target steering based on the initial remaining travel of the steering wheel and the remaining travel of the steering gear; The third determining module is used to determine the remaining travel of the steering wheel corresponding to the target steering based on the remaining travel of the steering gear and the first transmission ratio; A limit module is used to limit the steering wheel of the vehicle at the target turn based on the remaining travel available to the steering wheel and the initial remaining travel of the steering wheel.

9. A vehicle, characterized in that, include: Vehicle body, memory, and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

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